Thrust reverser actuation arrangement and deployable fairing systems and methods

ABSTRACT

A method for deploying a thrust reverser includes translating a carrier along a track, transferring a first load between the carrier and a first reverser door in response to the carrier translating along the track, rotating the first reverser door between a closed position and an open position in response to the carrier translating along the track, transferring a second load between the carrier and a deployable fairing in response to the carrier translating along the track, and rotating the deployable fairing between a stowed position and a deployed position in response to the carrier translating along the track.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. application Ser. No. 16/560,866entitled “THRUST REVERSER ACTUATION ARRANGEMENT AND DEPLOYABLE FAIRINGSYSTEMS AND METHODS,” filed Sep. 4, 2019, which is acontinuation-in-part of U.S. application Ser. No. 16/560,673 entitled“THRUST REVERSER SINGLE DEGREE OF FREEDOM ACTUATOR MECHANISM SYSTEMS ANDMETHODS,” filed Sep. 4, 2019, which claims priority to, and the benefitof, U.S. Provisional Patent Application Ser. No. 62/728,003, entitled“THRUST REVERSER SINGLE DEGREE OF FREEDOM ACTUATOR MECHANISM,” filed onSep. 6, 2018. The '866 application is also a continuation-in-part ofU.S. application Ser. No. 16/560,716 entitled “DEPLOYABLE FAIRING FORDOOR REVERSERS SYSTEMS AND METHODS,” filed Sep. 4, 2019, which claimspriority to, and the benefit of, U.S. Provisional Patent ApplicationSer. No. 62/740,328, entitled “DEPLOYABLE FAIRING FOR DOOR REVERSERS,”filed on Oct. 2, 2018. The '866 application also claims priority to, andthe benefit of, U.S. Provisional Patent Application Ser. No. 62/740,328,entitled “DEPLOYABLE FAIRING FOR DOOR REVERSERS,” filed on Oct. 2, 2018.The '866 application also claims priority to, and the benefit of, U.S.Provisional Patent Application Ser. No. 62/728,003, entitled “THRUSTREVERSER SINGLE DEGREE OF FREEDOM ACTUATOR MECHANISM,” filed on Sep. 6,2018. The aforementioned Applications are hereby incorporated byreference in their entirety for all purposes.

FIELD

The present disclosure relates generally to aircraft thrust reversersused with gas turbine engines and, more particularly, to pivot doorthrust reversers.

BACKGROUND

Turbofan gas turbine engines are known to include a fan section thatproduces a bypass airflow for providing the majority of enginepropulsion and a core engine section through which a core airflow iscompressed, mixed with fuel, combusted and expanded through a turbine todrive the fan section. In a mixed flow turbofan engine, the cool bypassairflow is ducted between a surrounding nacelle and an outer casing ofthe core engine section and mixed with a hot exhaust stream from thecore engine section prior to discharge from the engine nozzle in acombined or mixed exhaust stream. The surrounding nacelle may include athrust reverser capable of redirecting the mixed exhaust stream from arearward direction to, at least partially, a forward direction thusproducing a rearward thrust that may serve to decelerate forward motionof an aircraft and thereby assist braking the aircraft upon landing.Pivot door thrust reversers may be used with turbofan gas turbineengines for aircraft, including for corporate or business jets. Pre-exitpivot door thrust reversers may generally be characterized as includingthrust reverser doors having trailing edges positioned forward of theexit plane of an exhaust duct, while post-exit pivot door thrustreversers may generally be characterized as including thrust reverserdoors having trailing edges that form at least a portion of the exitplane of an exhaust duct.

SUMMARY

An actuation arrangement for a thrust reverser is disclosed, comprisinga carrier configured to translate along a track disposed on a frame ofthe thrust reverser, wherein the carrier is configured to move areverser door between a closed position and an open position in responseto the carrier translating along the track, and a deployable fairingpivotally coupled to the frame, the deployable fairing operativelycoupled to the carrier, wherein the deployable fairing is configured tomove away from a central axis of the thrust reverser to provideclearance for the reverser door to rotate into a deployed position.

In various embodiments, the actuation arrangement further comprises afirst link configured to be pivotally coupled to the carrier, whereinthe carrier is configured to move the reverser door between the closedposition and the open position via the first link.

In various embodiments, the actuation arrangement further comprises alinear actuator configured to be coupled to the frame, wherein thecarrier is driven by the linear actuator.

In various embodiments, the carrier is configured to react loads thatare parallel a line-of-action of the linear actuator from the first linkinto the linear actuator and configured to react loads that arenon-parallel the line-of-action of the linear actuator from the firstlink into the track.

In various embodiments, the actuation arrangement further comprises asecond link configured to be pivotally coupled to the carrier, whereinthe carrier is configured to move a second reverser door between aclosed position and an open position via the second link.

In various embodiments, the carrier comprises a track lug and the trackcomprises a groove configured to receive the track lug.

In various embodiments, the actuation arrangement further comprises abell crank pivotally coupled to the frame, a first link pivotallycoupled to the carrier, and a second link pivotally coupled to thedeployable fairing.

In various embodiments, the bell crank moves from a first position to asecond position in response to the carrier translating along the track.

In various embodiments, the deployable fairing moves from a stowedposition to a deployed position in response to the bell crank movingfrom the first position to the second position.

A thrust reverser is disclosed, comprising a frame, a track disposed onthe frame, a carrier operatively coupled to the track, a first reverserdoor operatively coupled to the carrier, the first reverser door ismovable relative to the frame, wherein the first reverser door isconfigured to move to a first position in response to the carrier movingwith respect to the track in a first direction, and move to a secondposition in response to the carrier moving with respect to the track ina second direction, and a deployable fairing pivotally coupled to theframe, the deployable fairing operatively coupled to the carrier,wherein the deployable fairing is configured to move away from a centralaxis of the thrust reverser to provide clearance for the first reverserdoor to rotate into a deployed position.

In various embodiments, the first reverser door is configured to rotateto the first position in response to the carrier moving linearly withrespect to the track in the first direction.

In various embodiments, the thrust reverser further comprises a firstlink, wherein the carrier is coupled to the first reverser door via thefirst link.

In various embodiments, a first end of the first link is pivotallycoupled to the first reverser door and a second end of the first link ispivotally coupled to the carrier.

In various embodiments, the thrust reverser further comprises a linearactuator coupled to the frame, wherein the linear actuator is configuredto move the carrier with respect to the track.

In various embodiments, the thrust reverser further comprises a secondreverser door operatively coupled to the carrier.

In various embodiments, the thrust reverser further comprises a secondlink, wherein the carrier is coupled to the second reverser door via thesecond link.

In various embodiments, a first end of the second link is pivotallycoupled to the second reverser door and a second end of the second linkis pivotally coupled to the carrier.

In various embodiments, the thrust reverser further comprises a fairingcoupled to the frame and disposed between the first reverser door andthe second reverser door, wherein the fairing is disposed outward fromthe frame with respect to the central axis of the thrust reverser, andthe fairing is flush with the first reverser door and the secondreverser door in response to the thrust reverser being in a stowedposition.

A method for deploying a thrust reverser is disclosed, comprisingtranslating a carrier along a track, transferring a first load betweenthe carrier and a first reverser door in response to the carriertranslating along the track, rotating the first reverser door between aclosed position and an open position in response to the carriertranslating along the track, transferring a second load between thecarrier and a deployable fairing in response to the carrier translatingalong the track, and rotating the deployable fairing between a stowedposition and a deployed position in response to the carrier translatingalong the track.

In various embodiments, the method further comprises transferring athird load between the carrier and a second reverser door in response tothe carrier translating along the track, and rotating the secondreverser door between a closed position and an open position in responseto the carrier translating along the track.

The foregoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated hereinotherwise. These features and elements as well as the operation of thedisclosed embodiments will become more apparent in light of thefollowing description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter of the present disclosure is particularly pointed outand distinctly claimed in the concluding portion of the specification. Amore complete understanding of the present disclosure, however, may bestbe obtained by referring to the following detailed description andclaims in connection with the following drawings. While the drawingsillustrate various embodiments employing the principles describedherein, the drawings do not limit the scope of the claims.

FIG. 1 provides a schematic view of a gas turbine engine, in accordancewith various embodiments;

FIG. 2A and FIG. 2B provide a schematic section view of a thrustreverser in a stowed position and a deployed position, respectively,having a single degree of freedom actuation system operatively coupledto a pair of reverser doors and a deployable fairing, in accordance withvarious embodiments;

FIG. 3A and FIG. 3B provide an isometric view of the thrust reverser ofFIG. 2A and FIG. 2B in a partially deployed position and a fullydeployed position, respectively, with the upper reverser door removedand the deployable fairing shown in section view for clarity purposes,in accordance with various embodiments;

FIG. 4A and FIG. 4B provide a section view of the thrust reverser ofFIG. 2A, FIG. 2B, and FIG. 3B in a stowed position and a deployedposition, respectively, in accordance with various embodiments;

FIG. 5A provides a section view of an actuation arrangement, inaccordance with various embodiments;

FIG. 5B provides a section view of an actuation arrangement, inaccordance with various embodiments;

FIG. 6 provides an isometric view of a track, in accordance with variousembodiments;

FIG. 7 provides an isometric view of a carrier coupled to a pair oflinks, in accordance with various embodiments; and

FIG. 8 provides a flow chart illustrating a method of deploying a thrustreverser, in accordance with various embodiments.

DETAILED DESCRIPTION

The following detailed description of various embodiments herein makesreference to the accompanying drawings, which show various embodimentsby way of illustration. While these various embodiments are described insufficient detail to enable those skilled in the art to practice thedisclosure, it should be understood that other embodiments may berealized and that changes may be made without departing from the scopeof the disclosure. Thus, the detailed description herein is presentedfor purposes of illustration only and not of limitation. Furthermore,any reference to singular includes plural embodiments, and any referenceto more than one component or step may include a singular embodiment orstep. Also, any reference to attached, fixed, connected, or the like mayinclude permanent, removable, temporary, partial, full or any otherpossible attachment option. Additionally, any reference to withoutcontact (or similar phrases) may also include reduced contact or minimalcontact. It should also be understood that unless specifically statedotherwise, references to “a,” “an” or “the” may include one or more thanone and that reference to an item in the singular may also include theitem in the plural. Further, all ranges may include upper and lowervalues and all ranges and ratio limits disclosed herein may be combined.

In various embodiments, a thrust reverser, as provided herein, includesan actuation arrangement including a carrier configured to translatealong a single, fixed direction with respect to a reverser frame and atleast one reverser door configured to move between a stowed position anda deployed position in response to the translation of the carrier withrespect to the frame. The carrier may be driven along a track by alinear actuator. The actuation arrangement, as provided herein, mayreact five degrees of freedom directly into the reverser frame, leavingthe linear actuator to react only a single degree of freedom. In thisregard, an actuation arrangement as provided herein, may provide forreduced actuator wear.

A thrust reverser, as provided herein, includes a deployable fairingconfigured to move away from a central axis of the thrust reverser toprovide clearance for one or more thrust reverser pivot doors to rotateinto a deployed position. The deployable fairing may be actuated via anactuation arrangement dependent on the position of carrier.

A deployable fairing, as provided herein, may comprise a robust designthat is not limited by space constraint at the trailing edge. Adeployable fairing, as provided herein, may be used with side or centeractuation. A deployable fairing, as provided herein, may be usedindependently of the (hinge line location) type of reverser. Adeployable fairing, as provided herein, may provide additional space forthe thrust reverser structure, hinges, and pivot doors. A deployablefairing, as provided herein, may provide clean trim lines and unwantedloft protrusions. A deployable fairing, as provided herein, mayeliminate large gaps at the trailing edge of the thrust reverser.

An actuation arrangement, as provided herein, can be tailored toaccommodate any reverser door scheduling/timing desired. For example,one door can open faster than the other, or be delayed over the other,or the two doors can open simultaneously at a similar rate. An actuationarrangement, as provided herein, may reduce overall weight of the thrustreverser. Packing of the actuation arrangement, as provided herein, maybe simplified since the actuator is not necessarily “planar” with thepair of links. An actuation arrangement, as provided herein, may be usedwith a wide variety of door hinge line configurations.

Referring now to the drawings, FIG. 1 schematically illustrates a gasturbine engine 100 of a mixed flow turbofan variety. The gas turbineengine 100 generally includes a fan section 102 and a core enginesection 104, which includes a compressor section 106, a combustorsection 108 and a turbine section 110. The fan section 102 drives airalong a bypass flow path B in a bypass duct 112 defined within aradially inner surface 115 of a nacelle 114 and an outer casing 116 ofthe core engine section 104, while the compressor section 106 drives airalong a core flow path C of the core engine section 104 for compressionand communication into the combustor section 108 and then expansionthrough the turbine section 110.

The core engine section 104 may generally include a low speed spool anda high speed spool mounted for rotation about a central longitudinalaxis A. The low speed spool generally includes an inner shaft thatinterconnects a fan 118 within the fan section 102, a low pressurecompressor within the compressor section 106 and a low pressure turbinewithin the turbine section 110. The inner shaft may be connected to thefan 118 through a speed change mechanism or gear box to drive the fan118 at a lower rotational speed than the rotational speed of the lowspeed spool. The high speed spool generally includes an outer shaft thatinterconnects a high pressure compressor within the compressor section106 and a high pressure turbine within the turbine section 110. Acombustor is arranged in the combustor section 108 between the highpressure compressor and the high pressure turbine. The air passingthrough the bypass flow path B mixes with the combustion gases exitingthe core flow path C in a mixing section 122 positioned downstream ofthe core engine section 104 prior to discharge as a mixed exhaust stream120, which provides the thrust achieved by the gas turbine engine 100.

A thrust reverser 130 is mounted to the aft end of the gas turbineengine 100. The thrust reverser 130 includes a generally annular exhaustduct 132, which defines an outer boundary for discharging the mixedexhaust stream 120 when the thrust reverser 130 assumes a stowedposition (also referred to as a closed position or a retractedposition), as illustrated in FIG. 1 . The thrust reverser 130 furtherincludes an upper reverser door 134, a lower reverser door 136 and apair of opposing fairings 138, which may house actuator componentry andconnecting members used to open and close the upper reverser door 134and the lower reverser door 136. As discussed below, thrust reversal isaffected by opening the upper reverser door 134 and the lower reverserdoor 136 to direct all or a portion of the mixed exhaust stream 120 in adirection having an upstream component relative to the centrallongitudinal axis A of the gas turbine engine 100. The momentum of theupstream component of the mixed exhaust stream 120 exiting the thrustreverser 130 while in an open or deployed position provides the reversethrust used to decelerate an aircraft upon landing or during a rejectedtakeoff.

Referring now to FIG. 2A and FIG. 2B, a schematic view of a thrustreverser 200 in a stowed position and a deployed position, respectively,are illustrated, in accordance with various embodiments. The thrustreverser 200 generally includes an upper reverser door 202, a lowerreverser door 204, a frame 206, and an actuation arrangement 210. Invarious embodiments, the frame 206 includes an annular structure 207with a pair of opposing side beams 208 extending from the annularstructure 207. The pair of opposing side beams 208 may include a portside beam 209 and a starboard side beam. The pair of opposing side beams208 may provide a structural support for mounting related components andoperating the thrust reverser 200 between deployed and retractedpositions. Upper reverser door 202 is moveable relative to frame 206.Lower reverser door 204 is moveable relative to frame 206.

In various embodiments, upper reverser door 202 is rotatably coupled toframe 206 via a hinge 212 (also referred to herein as a first hinge). Invarious embodiments, lower reverser door 204 is rotatably coupled toframe 206 via a hinge 214 (also referred to herein as a second hinge).It is contemplated herein that hinge 212 and hinge 214 may comprise twodistinct hinges, or may comprise a common hinge, depending on the thrustreverser design.

In various embodiments, actuation arrangement 210 (also referred toherein as a single degree of freedom actuation arrangement) is mountedto the port side beam 209. A deployable fairing (e.g., see deployablefairing 138 of FIG. 1 and/or deployable fairing 238 of FIG. 3A throughFIG. 4B) is removed in FIG. 2A and FIG. 2B in order to clearly showactuation arrangement 210. However, said fairing would be included(e.g., as shown in cross section in FIG. 3A through FIG. 4B) to providean aerodynamic surface extending between, and generally flush with upperreverser door 202 and lower reverser door 204. In various embodiments, asecond actuation arrangement is mounted to the starboard side beam. Thesecond actuation arrangement may be similar to actuation arrangement 210and the two actuation arrangements may be generally symmetric aboutcentral axis A. Stated differently, the starboard side actuationarrangement and side beam configuration may be symmetrical with the portside actuation arrangement and side beam configuration described herein.In this regard, although described herein with respect to the port side,it should be understood that the starboard side may comprise a similararrangement as the port side.

With reference to FIGS. 1, 2A, 2B, 3A, and 3B, when the thrust reverser200 assumes the closed or stowed position, e.g., during flight, theupper reverser door 202 and the lower reverser door 204 are rotated totheir closed positions (see FIG. 1 and FIG. 2A). The outer surfaces ofthe upper reverser door 202 and the lower reverser door 204 blend withthe outer surface of the nacelle, forming a smooth aerodynamic shape ofthe gas turbine engine. In the same stowed configuration, a mixedexhaust stream 120 exits the exhaust duct 205 and is generallyunaffected by the thrust reverser 200 or its componentry, as the innersurfaces of the upper reverser door 202 and the lower reverser door 204are blended with the interior surface of the exhaust duct 205 to providea generally smooth and annular exhaust flow path from downstream of thecore engine exhaust to a downstream exit plane or aft end of the thrustreverser 200. While in the stowed position, the mixed exhaust stream 120flows out the exhaust duct 205, providing forward thrust necessary topropel the aircraft. When the thrust reverser 200 assumes the open ordeployed position, e.g., upon landing, the upper reverser door 202 andthe lower reverser door 204 are rotated to their open positions (seeFIG. 2B and FIG. 3B). The mixed exhaust stream 120 is diverted from theexit of the exhaust duct 205 to form a first stream 292, following aninner surface of the upper reverser door 202 and a second stream 294,following an inner surface of the lower reverser door 204. Both thefirst stream 292 and the second stream 294 have forward vectorcomponents of thrust, which provide the reverse thrust acting on theaircraft.

A central axis A is illustrated extending through the thrust reverser200. The central axis A may define a fore end or fore direction(negative Z-direction) of the thrust reverser 200 and an aft end or aftdirection (positive Z-direction) of the thrust reverser 200. Variousembodiments of the disclosure may be described in relation to thecentral axis A. For example, the upper reverser door 202 may beconsidered positioned above the central axis A while the lower reverserdoor 204 may be considered positioned below the central axis A.Similarly, the port side beam 209 may be considered positioned to theport or left side of the central axis A (looking in the fore direction(negative Z-direction)) while the starboard side beam may be consideredpositioned to the right or starboard side of the central axis A (lookingin the fore direction). More generally, reference to a first reverserdoor may broadly refer to a reverser door positioned opposite a secondreverser door with respect to the central axis A, there being nopreferred up or down or side to side orientation, while reference to afirst side beam may broadly refer to a side beam positioned opposite asecond side beam with respect to the central axis A. As used herein, afirst component positioned opposite a second component does not implythe second component is a mirror image of the first component or thesecond component is positioned symmetrically opposite to the firstcomponent, though the disclosure contemplates such mirror image andsymmetric configurations and positioning.

In various embodiments, actuation arrangement 210 may include one ormore components mounted to port side beam 209. Actuation arrangement 210is configured to both facilitate rotation of the upper reverser door 202and the lower reverser door 204 between open or deployed and closed orstowed states within the thrust reverser 200, as well as facilitaterotation of deployable fairing 238 between deployed and stowed stateswithin the thrust reverser 200.

Actuation arrangement 210 comprises a moveable member (e.g., carrier222) configured to move with respect to frame 206 to urge the upperreverser door 202 and the lower reverser door 204 to rotate with respectto frame 206 towards open positions and simultaneously the moveablemember causes the deployable fairing 238 to rotate with respect to theframe 206 towards a deployed position to provide clearance for the upperreverser door 202 and the lower reverser door 204.

In accordance with various embodiments, actuation arrangement 210 maycomprise a track 220 and a carrier 222 operatively coupled to the track.The carrier 222 may be configured to translate along the track 220.Carrier 222 may be moveable between a first position (see FIG. 2A)corresponding to a closed position of the thrust reverser doors, and asecond position (see FIG. 2B) corresponding to an open position of thethrust reverser doors. Actuation arrangement 210 may further comprise afirst link 224 and a second link 226. First link 224 may be pivotallycoupled to carrier 222 at a first end thereof via a hinge 230 andpivotally coupled to upper reverser door 202 at a second end thereof viaa hinge 216. Second link 226 may be pivotally coupled to carrier 222 ata first end thereof via a hinge 232 and pivotally coupled to lowerreverser door 204 at a second end thereof via a hinge 218.

In response to carrier 222 translating in a first direction (e.g., in anaft direction (the positive Z-direction)) along track 220, a load(illustrated via arrows 250 of FIG. 2B) is transmitted between carrier222 and upper reverser door 202, via first link 224, which urges upperreverser door 202 to rotate about hinge 212 towards an open position(see FIG. 2B and FIG. 3B). Similarly, in response to carrier 222translating in the first direction along track 220, a load (illustratedvia arrows 252 of FIG. 2B) is transmitted between carrier 222 and lowerreverser door 204, via second link 226, which urges lower reverser door204 to rotate about hinge 214 towards an open position (see FIG. 2B andFIG. 3B).

In response to carrier 222 translating in a second direction (e.g., in aforward direction (the negative Z-direction in FIG. 2B)) along track220, a load (e.g., see load 250 of FIG. 2B) is transmitted betweencarrier 222 and upper reverser door 202, via first link 224, which urgesupper reverser door 202 to rotate about hinge 212 towards a closedposition, as illustrated in FIG. 2A. Similarly, in response to carrier222 translating in the second direction along track 220, a load (e.g.,see load 252 of FIG. 2B) is transmitted between carrier 222 and lowerreverser door 204, via second link 226, which urges lower reverser door204 to rotate about hinge 214 towards an closed position, as illustratedin FIG. 2A. In this regard, first link 224 and second link 226 may beconfigured to transmit tensile and/or compressive loads between upperreverser door 202 and carrier 222 and lower reverser door 204 andcarrier 222, respectively.

Actuation arrangement 210 is further configured to facilitate rotationof the deployable fairing 238 between deployed (see FIG. 3B and FIG. 4B)and stowed (see FIG. 1 and FIG. 4A) positions. Deployable fairing 238may be pivotally coupled to frame 206. Deployable fairing 238 may bepivotally coupled to frame 206 via a hinge, such as hinge 239, locatedat the forward edge 248 of deployable fairing 238. In this regard,deployable fairing 238 may rotate generally about its forward edge 248.In this regard, the aft edge 249 of deployable fairing 238 may rotateoutwards, away from central axis A, in response to deployable fairing238 rotating about hinge 239. Deployable fairing 238 may be configuredto rotate about hinge 239 to a first position (e.g., a deployedposition, see FIG. 3B and FIG. 4B) in response to carrier 222translating along track 220. Deployable fairing 238 may be configured torotate about hinge 239 to the first position in response to carrier 222translating in a first direction (e.g., the aft direction) along track220. Deployable fairing 238 may be configured to rotate about hinge 239to a second position (e.g., a stowed position, see FIG. 1 and FIG. 4A)in response to carrier 222 translating along track 220. Deployablefairing 238 may be configured to rotate about hinge 239 to the secondposition in response to carrier 222 translating in a second direction(e.g., the forward direction) along track 220.

Deployable fairing is rotated about a first axis 295 (e.g.,substantially parallel the Y-axis of FIG. 3A). Lower reverser door 204may be rotated about a second axis 296 (e.g., substantially parallel theX-axis of FIG. 3A). The first axis 295 may be substantially orthogonalto the second axis 296.

In various embodiments, actuation arrangement 210 may comprise a bellcrank 320 pivotally coupled to frame 206, a first link 322 pivotallycoupled to carrier 222, and a second link 324 pivotally coupled todeployable fairing 238. Bell crank 320 may be pivotally coupled to frame206 via a hinge 326. Bell crank 320 may rotate about hinge 326. A firstend of first link 322 may be pivotally coupled to carrier 222 and asecond end of first link 322 may be pivotally coupled to a first pivotpoint 332 of bell crank 320. A first end of second link 324 may bepivotally coupled to deployable fairing 238 and a second end of secondlink 324 may be pivotally coupled to a second pivot point 334 of bellcrank 320. In this manner, the bell crank 320 is operatively coupled tocarrier 222.

Bell crank 320 may be moveable between a first position (see FIG. 2A)corresponding to a stowed position of the deployable fairing 238, and asecond position (see FIG. 2B and FIG. 3B) corresponding to a deployedposition of deployable fairing 238. With particular focus on FIG. 3A,and in response to carrier 222 translating with respect to track 220along the aft direction (positive Z-direction), lower reverser door 204may rotate towards an open position (see arrow 281). Furthermore, inresponse to carrier 222 translating with respect to track 220 along theaft direction, bell crank 320 may be urged to rotate (see arrow 282)with respect to frame 206 via first link 322. As bell crank 320 rotates,second pivot point 334 moves outward (negative X-direction), away fromframe 206, thereby urging deployable fairing 238 to rotate about hinge239 (see arrow 283) and out of the way of lower reverser door 204. Inthis manner, the deployable fairing 238 is rotated to a deployedposition in response to carrier 222 translating in a first directionwith respect to track 220. Conversely, the deployable fairing 238 isrotated to a stowed position in response to carrier 222 translating in asecond direction with respect to track 220. In this regard, deployablefairing 238 may move between the stowed and deployed positions,dependent on the position of carrier 222 with respect to track 220. Inthis regard, both the reverser doors 202, 204 and the deployable fairing238 are operated via the carrier 222.

In various embodiments, hinge 216, hinge 218, hinge 230, and hinge 232are floating hinges. As used herein, the term “floating hinge” may referto an axis of rotation of a hinge, wherein the position of the axis ofrotation with respect to frame 206 varies dependent upon the position ofcarrier 222 with respect to track 220, and consequently the rotationalposition of upper reverser door 202 and/or lower reverser door 204. Invarious embodiments, hinge 212 and hinge 214 are fixed hinges. As usedherein, the term “fixed hinge” may refer to an axis of rotation of ahinge, wherein the position of the axis of rotation is fixed withrespect to frame 206 regardless of (or independent of) the position ofcarrier 222 with respect to track 220, and consequently the rotationalposition of upper reverser door 202 and/or lower reverser door 204.Although it is contemplated herein that hinge 212 and hinge 214 may befloating hinges depending on the design of thrust reverser 200.

In various embodiments, carrier 222 may be driven along track 220 via alinear actuator 240. In this regard, linear actuator 240 may be coupledto carrier 222. Linear actuator 240 may comprise any suitable actuatorfor imparting linear motion to carrier 222, including a mechanicalactuator, an electromechanical actuator, a pneumatic actuator, ahydraulic actuator, among others. Linear actuator 240 may be mounted toframe 206. In various embodiments, linear actuator 240 is coupled toframe 206. In various embodiments, linear actuator 240 is coupled tobulkhead 234. Linear actuator 240 may comprise a moveable member 244which may extend from an actuator housing 242 to drive, or move, carrier222 in said first direction along track 220. Conversely, moveable member244 may retract or compress into actuator housing 242 to move carrier222 in said second direction. However, it is contemplated herein thatlinear actuator 240 may extend or retract to move carrier 222 in saidfirst direction or said second direction along track 220 depending onthe location of linear actuator 240 with respect to carrier 222. In thisregard, upper reverser door 202 and lower reverser door 204 may movebetween stowed and deployed positions in response to linear actuator 240extending and/or retracting. Furthermore, deployable fairing 238 maymove between a stowed and a deployed position in response to linearactuator 240 extending and/or retracting.

With reference to FIG. 5A, a section view of actuation arrangement 210is illustrated mounted to frame 206. Carrier 222 may comprise a firsttrack lug 262 and a second track lug 264. Track 220 may comprise a firstgroove 272 and a second groove 274. First track lug 262 may be receivedby first groove 272 and second track lug 264 may be received by secondgroove 274. In this manner, the carrier 222 may be retained by the track220. In various embodiments, track 220 is coupled to frame 206. Invarious embodiments, track 220 and frame 206 are formed as a monolithicstructure.

In various embodiments, first track lug 262 and/or second track lug 264may comprise a semi-circular geometry as illustrated in FIG. 5A. Invarious embodiments, and with reference to FIG. 5B, a section view of anactuation arrangement 810 is illustrated mounted to frame 206. Actuationarrangement 810 may be similar to actuation arrangement 210, except thatthe first track lug 862 is configured to react loads between carrier 222and track 220 only along a single direction (the X-direction in FIG. 5B)and the second track lug 864 is configured to react loads betweencarrier 222 and track 220 in every direction except for the forward-aftdirection (the Z-direction in FIG. 5B). With respect to FIG. 5B,elements with like element numbering, as depicted in FIG. 5A, areintended to be the same and will not necessarily be repeated for thesake of clarity. In this regard, with reference to FIG. 5B, carrier 222may comprise a first track lug 862 and a second track lug 864. Track 220may comprise a first groove 872 and a second groove 874. First track lug862 may be received by first groove 872 and second track lug 864 may bereceived by second groove 874. In this manner, the carrier 222 may beretained by the track 220. First groove 872 may be formed as arectangular slot. First track lug 862 may be formed as a rectangular, orbladed, lug. In this manner, first track lug 862 may be configured tocarry only inboard and outboard loads (i.e., along the X-direction).Second groove 874 may be formed as a round slot. Second track lug 864may be formed as a round, or partially round, lug. In this manner,second track lug 864 may be configured to carry inboard and outboardloads (i.e., along the X-direction) as well as tangential loads (i.e.,along the Y-direction).

With combined reference to FIG. 5A, FIG. 5B, and FIG. 7 , carrier 222interacts with the track 220 and reacts loads corresponding to fivedegrees of freedom (vertical, horizontal, roll, pitch, and yaw) ofcarrier 222 with respect to track 220, thereby transferring loadsassociated with these degrees of freedom from carrier 222, into track220, and into frame 206. As used herein, “vertical” may refer tomovement of carrier 222 parallel the Y-axis (i.e., vertically) withrespect to track 220. As used herein, “horizontal” may refer to movementof carrier 222 parallel the X-axis (i.e., horizontally) with respect totrack 220. As used herein, “roll” may refer to rotation of carrier 222about the Z-axis with respect to track 220. As used herein, “pitch” mayrefer to rotation of carrier 222 about the X-axis with respect to track220. As used herein, “yaw” may refer to rotation of carrier 222 aboutthe Y-axis with respect to track 220. In this regard, linear actuator240 is left to react loads between frame 206 and carrier 222 only alonga single direction (single degree of freedom). Namely, linear actuator240 transfers loads between frame 206 and carrier 222 along aline-of-action of linear actuator 240. As used herein, the term“line-of-action” may refer to a direction, or axis, through a point atwhich a force is applied in the same direction as the vector of theforce. In this regard, a line-of-action of an actuator may refer to alongitudinal axis of the actuator for single degree of freedom actuatormechanism that transfers a force along the direction of its longitudinalaxis. For example, said line-of-action of linear actuator 240 may bealong the Z-axis illustrated in FIG. 5A. It is contemplated herein thatthe linear actuator 240 may further incorporate spherical type bearingsat each end to accommodate manufacturing tolerances, structuraldeflections, etc.

In various embodiments, a first liner 275 is disposed between firstgroove 272 and first track lug 262. In various embodiments, a secondliner 276 is disposed between second groove 274 and second track lug264. First track lug 262 may contact first liner 275. Second track lug264 may contact second liner 276. First liner 275 and/or second liner276 may comprise a metal material or a polymer material. First liner 275and/or second liner 276 may reduce a coefficient of friction betweenfirst groove 272 and first track lug 262, and second groove 274 andsecond track lug 264, respectively. Furthermore, first liner 275 and/orsecond liner 276 may be configured as wear surfaces which may bereplaced during maintenance. In various embodiments, first liner 275and/or second liner 276 may be configured as wear surfaces comprising ahardness which is greater than track 220, thereby increasing the wearlife of track 220. With additional reference to FIG. 6 , a perspectiveview of track 220 is illustrated, in accordance with variousembodiments. Second liner 276 may conform to the geometry of secondgroove 274 and may extend along second groove 274 to provide acontinuous surface upon which second track lug 264 may ride. Secondliner 276 may be retained to track 220 via an end block 278 and/orfasteners 279.

In various embodiments, a liner, wear surface, or friction reducingmaterial is attached to lugs 262, 264. These features may be used inplace of, or in addition to, the aforementioned liners 277, 276.

With reference to FIG. 7 , first track lug 262 may comprise a cutout 266configured to reduce the surface area of first track lug 262 in contactwith track 220 (see FIG. 6 ), thereby minimizing friction betweencarrier 222 and track 220 and furthermore reducing overall weight ofcarrier 222. Likewise, second track lug 264 may comprise a cutout 268configured to reduce the surface area of second track lug 264 in contactwith track 220 (see FIG. 6 ), thereby minimizing friction betweencarrier 222 and track 220 and furthermore reducing overall weight ofcarrier 222.

With reference to FIG. 8 , a method 700 for deploying a thrust reverseris illustrated, in accordance with various embodiments. Method 700includes translating a carrier along a track (step 710). Method 700includes transferring a first load between the carrier and a reverserdoor in response to the carrier translating along the track (step 720).Method 700 includes rotating the reverser door between a closed positionand an open position in response to the carrier translating along thetrack (step 730). Method 700 includes transferring a second load betweenthe carrier and a deployable fairing in response to the carriertranslating along the track (step 740). Method 700 includes rotating thedeployable fairing between a stowed position and a deployed position inresponse to the carrier translating along the track (step 750).

With combined reference to FIG. 2B, FIG. 3B, and FIG. 8 , step 710 mayinclude translating carrier 222 along track 220. Step 710 may includetranslating carrier 222 aft (positive Z-direction) along track 220. Invarious embodiments, carrier 222 is driven along track 220 via linearactuator 240. Step 720 may include transferring a load, represented byarrows 250, (also referred to herein as a first load) between thecarrier 222 and upper reverser door 202 in response to the carrier 222being driven along the track 220. Load 250 may be transferred betweencarrier 222 and upper reverser door 202 via first link 324. Step 720 maysimilarly include transferring a load, represented by arrows 252,between the carrier 222 and lower reverser door 204 in response to thecarrier 222 translating along the track 220. Load 252 may be transferredbetween carrier 222 and upper reverser door 202 via second link 226.Step 730 may include rotating the upper reverser door 202 between astowed position (see FIG. 2A) and a deployed position (see FIG. 3A) inresponse to carrier 222 translating along track 220. Step 730 mayinclude rotating the lower reverser door 204 between a stowed position(see FIG. 2A) and a deployed position (see FIG. 3A) in response tocarrier 222 translating along track 220. Upper reverser door 202 andlower reverser door 204 may be simultaneously rotated between the stowedposition and the deployed position in response to carrier 222translating along track 220. Step 740 may include transferring a load,represented by arrows 254, (also referred to herein as a second load)between the carrier 222 and deployable fairing 238 in response to thecarrier 222 being driven along the track 220. Load 254 may betransferred between carrier 222 and deployable fairing 238 via link 322,bell crank 320, and link 324. Step 750 may include rotating thedeployable fairing 238 between a stowed position and a deployed positionin response to the carrier 222 translating along the track 220.

Finally, it should be understood that any of the above describedconcepts can be used alone or in combination with any or all of theother above described concepts. Although various embodiments have beendisclosed and described, one of ordinary skill in this art wouldrecognize that certain modifications would come within the scope of thisdisclosure. Accordingly, the description is not intended to beexhaustive or to limit the principles described or illustrated herein toany precise form. Many modifications and variations are possible inlight of the above teaching.

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to specific embodiments. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent exemplary functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical system. However, the benefits,advantages, solutions to problems, and any elements that may cause anybenefit, advantage, or solution to occur or become more pronounced arenot to be construed as critical, required, or essential features orelements of the disclosure. The scope of the disclosure is accordinglyto be limited by nothing other than the appended claims, in whichreference to an element in the singular is not intended to mean “one andonly one” unless explicitly so stated, but rather “one or more.”Moreover, where a phrase similar to “at least one of A, B, or C” is usedin the claims, it is intended that the phrase be interpreted to meanthat A alone may be present in an embodiment, B alone may be present inan embodiment, C alone may be present in an embodiment, or that anycombination of the elements A, B and C may be present in a singleembodiment; for example, A and B, A and C, B and C, or A and B and C.Different cross-hatching is used throughout the figures to denotedifferent parts but not necessarily to denote the same or differentmaterials.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “one embodiment”, “an embodiment”,“various embodiments”, etc., indicate that the embodiment described mayinclude a particular feature, structure, or characteristic, but everyembodiment may not necessarily include the particular feature,structure, or characteristic. Moreover, such phrases are not necessarilyreferring to the same embodiment. Further, when a particular feature,structure, or characteristic is described in connection with anembodiment, it is submitted that it is within the knowledge of oneskilled in the art to affect such feature, structure, or characteristicin connection with other embodiments whether or not explicitlydescribed. After reading the description, it will be apparent to oneskilled in the relevant art(s) how to implement the disclosure inalternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element herein is intended to invoke 35 U.S.C.112(f) unless the element is expressly recited using the phrase “meansfor.” As used herein, the terms “comprises”, “comprising”, or any othervariation thereof, are intended to cover a non-exclusive inclusion, suchthat a process, method, article, or apparatus that comprises a list ofelements does not include only those elements but may include otherelements not expressly listed or inherent to such process, method,article, or apparatus.

We claim:
 1. A method for deploying a thrust reverser, comprising:translating a carrier along a track; transferring a first load betweenthe carrier and a first reverser door in response to the carriertranslating along the track; rotating the first reverser door between aclosed position and an open position in response to the carriertranslating along the track; transferring a second load between thecarrier and a deployable fairing in response to the carrier translatingalong the track; and rotating the deployable fairing between a stowedposition and a deployed position in response to the carrier translatingalong the track.
 2. The method of claim 1, further comprising:transferring a third load between the carrier and a second reverser doorin response to the carrier translating along the track; and rotating thesecond reverser door between a closed position and an open position inresponse to the carrier translating along the track.
 3. The method ofclaim 1, wherein the first reverser door is rotated about a second axisbetween the closed position and the open position in response to thecarrier translating along the track; and the deployable fairing isrotated about a first axis between the stowed position and the deployedposition in response to the carrier translating along the track; whereinthe first axis is substantially orthogonal to the second axis.
 4. Themethod of claim 1, wherein the deployable fairing is substantially flushwith the first reverser door when the deploying fairing is in the stowedposition and the first reverser door is in the closed position.
 5. Themethod of claim 2, wherein the deployable fairing is disposed betweenthe first reverser door and the second reverser door.
 6. The method ofclaim 5, wherein the deployable fairing is substantially flush with thefirst reverser door and the second reverser door when the deployingfairing is in the stowed position and the first reverser door and thesecond reverser door are in their respective closed positions.
 7. Themethod of claim 1, wherein, in response to the deployable fairingrotating from the stowed position to the deployed position, thedeployable fairing provides clearance for the first reverser door torotate into the deployed position.